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CONTENTS
Introduction
Context
Measuring ship emissions
5
6-7
8-12
14-17
Decarbonisation scenarios
18-27
28-31
Policy insights
32-35
Acknowledgements
36-37
38-41
This report was written by members of the High Seas team. High Seas was an EPSRC-funded project based with the Tyndall Manchester research group within the School of
Mechanical Aerospace and Civil Engineering at the University of Manchester. If citing this report, please use BowsLarkin, A., Mander, S., Gilbert, P., Traut, M., Walsh, C., and
Anderson, K. (2014) High Seas, High Stakes, High Seas Final Report, Tyndall Centre for Climate Change Research.
The printed version of this report is printed with soya-based inks on silk paper made from 100% recycled de-inked post-consumer waste.
INTRODUCTION
The international community has
committed to hold the increase in
global temperature below 2C, and take
action to meet this objective consistent
with science and on the basis of equity1.
This technical report explores options
available to the shipping sector in order
to support strategic decisions consistent
with this commitment.
1. United Nations Framework Convention on Climate Change, The Copenhagen Accord. 2009 FCCC/CP/2009(L.7)
2. A Scharnow turn is a maneuver used to swiftly bring a ship back to a position previously passed through
CONTEXT
Despite ongoing climate negotiations
aimed at preventing a rise of 2C above
pre-industrial levels, growth in global
fossil fuel emissions continues across all
sectors. While the energy and industrial
sectors are generally at the heart of
mitigation policies, the increasing
urgency of the climate challenge is
leading to increased consideration of
mitigation options across all sectors,
including international aviation
and shipping.
In response, the International Maritime
Organisation (IMO) and the International
Chamber of Shipping (ICS) have stated
the shipping industry is committed to
playing its part in further reducing its
CO2 emissions, and that it must be
proportionate to shippings share of
the total global emissions (less than
3 per cent). The ICS also suggest that
shippings CO2 emission cuts should
be at least as ambitious as the CO2
emissions reduction agreed under any
new UN Climate Change Convention.
The High Seas Project undertook
detailed quantitative analysis to translate
high-level statements into what they
mean in terms of absolute reductions in
emissions, as well as rates of mitigation.
Sector-specific challenges
International shipping has enjoyed a long
history of growth. Typically, global trade
in terms of tonne-kms has grown at over
4 per cent p.a. since the 1990s. While
shipping facilitates increasingly diverse
trade patterns, such buoyant growth in
a sector reliant on fossil fuel combustion
has led to trends in CO2 emissions above
the global cross-sector average, with
growth of an estimated 3.7 per cent per
year since 1990 (Figure 2).
There is an array of features specific to
shipping that differentiates it from other
sectors. These features make encouraging
and incentivising decarbonisation
pathways a particular challenge. For a
start, there are many different actors
within the complex market structure that
spans nations and regions. Those with a
potential role in influencing the emissions
associated with ships or trade routes
include ship owners, operators,
3. Buhaug, O., Technical options for reduction of GHG emissions from ships. Presented to
MEPC 59 at the Second IMO GHG Study, 2009
MEASURING SHIP
EMISSIONS:
Industry insight:
A reflection on the industry at this
moment in time is that views are polarised
as to whether we face an imminent
quantum change in fuel supply (like we
saw when coal was replaced by fuel oil).
Or a more measured transitory mutation,
of more fuel efficient propulsion and
scrubbing of emissions.
(International Bunker Industry
Association Annual report,
2012/2013, page 5).
Apportioning emissions
Even more subjective than the processes
of estimating shipping emissions
and supply chain accounting is the
debate around how to apportion the
responsibility for international shipping
emissions to nations or regions.
If greenhouse gas targets are to be
meaningful at a sub-global scale, all
sectors must be accounted for.
10
11
12
OPTIONS FOR
DECARBONISING
SHIPPING:
Industry insight:
We need a shift in how the industry is
financed.at the moment there is a lot
of interest in green technologies but
you have to persuade the banks to give
you the money.
(Technology developer, interview)
14
Technology change
Technology offers huge potential for
decarbonising the shipping sector, even
in the short- to medium-term. But, if the
sector is to step up to the decarbonisation
challenge, then the scale of change
offered by the technologies and any
co-benefits or trade-offs necessary needs
15
Industry insight:
GIS data will help, as will getting more
information about what the weather
patterns actually are. Investing in that
technology route may be more effective,
using the existing ships more effectively.
(Technology developer, interview)
Wind propulsion
So is there an opportunity for a wind
revolution for shipping? With shipping
facing the challenge of reducing its
dependence on fossil fuels and cutting
its CO2 , this renewable energy source,
freely available on the worlds oceans,
offers an attractive alternative. Shipping
has changed a great deal since the days
when it was entirely wind-powered.
Smaller crews on larger ships transport
more goods, often within a just-intime logistics system. Consequently,
the desirability for wind power
technologies, which are considered to
be slower or less reliable, has diminished
within commercial trade. Yet as just
one component of modern-day cargo
shipping, wind-assist technologies
could, when coupled with sophisticated
computer-controlled systems,
constitute a complementary source
of propulsion. While various concepts
16
Shifting demand
While developing technologies fit for
purpose is an essential element of the
low-carbon transition, demand for
shipping services and how it may shift in
the future should also be considered.
The UKs current energy supply relies
heavily on shipped imports of fossil fuels,
yet as the energy system decarbonises,
UK shipping patterns will alter. Analysis
17
DECARBONISATION
SCENARIOS:
Industry insight:
Pooling ships is key to maximising the
efficiency of operation and in those
situations I think you can make quite a
lot of savings in fuel per tonne carried as
you can minimise the time in ballast.
(Technology body, interview)
Scenario summary
Each scenario is given a neutral name
capturing a sense of its overall theme.
They are: Big World (S1), Full Steam
Ahead (S2) and Small Ships Short Trips
(S3). Big World paints the picture of a
thriving globalised shipping industry
where ship size continues to grow.
Full Steam Ahead contrasts with Big
World to highlight a different future
where technology in the form of nuclear
power has offered an alternative lowcarbon route for the sector, allowing high
speeds to be maintained despite the
decarbonisation agenda.
18
19
BIG
WORLD
(S1)
FULL
SPEED AHEAD
(S2)
WHERE THE
WIND BLOWS
(S3)
UK Energy
System
UK Shipping
UK Shipping
Market
UK Demand for
Imported Goods
Drivers for
Decarbonisation
of the
Shipping Sector
UK Imports
Trading
Partners
Freight Work
20
Increased importance
of deep sea trade.
Increase in costs of
marine fuel.
Regionalisation results in
dominance of short sea
shipping; increased trade
within the EU.
BIG
WORLD
(S1)
FULL
SPEED AHEAD
(S2)
WHERE THE
WIND BLOWS
(S3)
Vessels in 2050
Size of Vessels
Ship Speed
Load Factors
Fleet Replacement
New Build
Technology
Retrofit
Technologies
No change.
Approximately 20 % reduction in
emission intensity applied to all
non - nuclear ships.
Fuel
Operational
Measures
Emissions Estimates
2050
3.9MtCO2
2.58MtCO2
1.86MtCO2
Renewable
Propulsion
21
UK energy context
22
UK consumption
Shipping technology
Shipping operations
Advances in logistical infrastructures
(such as satellites) and related services
allow for more extensive, interconnected
and adaptable supply chains. The
geographic range of AIS systems has
transformed the logistical landscape.
The sharing of information along
the supply chain coupled with the
ubiquitous provision of weather routing
services and dedicated berthing has
supported slow steaming in becoming
the norm, enshrined within slow
steaming clauses in time and voyage
charters. By 2050 container vessels
travel at 40% of the speed of current
ships, while other ships are 20% slower.
This is accompanied by a consistent
23
FULL STEAM
AHEAD (S2):
Industry insight:
.bunker fuel consumption might
have fallen even though the fleet has
grown dramatically in the last few years,
which is not something you would have
predicted, but high fuel costs and low
freight costs have caused that
to happen..
(Industry analyst, interview)
UK energy context
The UK energy system uses a mix of
fuels, with coal and nuclear delivering
the majority of UK electricity and
renewables having also increased
significantly in share. Heating demand
has been shifted onto electricity so
gas is no longer used for heating in
buildings, but instead meets the backup requirements of an electricity grid
with a high penetration of wind and
marine energy. A diverse range of fuels
24
UK consumption
By 2050, a vibrant global economy
supports balanced trade between all
regions. Instability and uncertainty prior
to 2030 caused a drop in container
trade prior to 2030, and while trade has
boomed post-2030, UK containerised
imports in 2050 are the same as in 2010.
A degree of repatriation of activities
back to the UK, particularly an increase
in indigenous food production over
a four-decade timeframe, results in a
reduction in agri-bulk imports. There is a
diversification of energy suppliers, with
increasing imports from North America
and Canada, at the expense of Middle
Eastern nations.
By 2050 overall tonne-km has reduced by
18% relative to 2006, (Figure 19) traded
Shipping operations
HIGH SEAS FINAL REPORT
Shipping technology
25
SMALL SHIPS
SHORT TRIPS (S3):
Industry insight:
there are some things
happening which may act to reduce
long haul trade, like shale gas in the
USand more local production
(Trade body, interview)
UK energy context
Widespread deployment of low cost
renewable electricity generating
technologies, and innovations in energy
storage technologies, have resulted in a
strongly renewable electricity grid with
26
UK consumption
Although there has been a step-change in
shipping technology for smaller ships, this is
not mirrored globally. Thus for goods traded
over longer distances in large container
ships, consumption levels have fallen or are
substituted by markets closer to the UK in
order to keep within strict carbon limits.
Trade of ores with South America and
Australia declines as does containerised
trade with Asia; trade with north Africa,
Europe and Baltic states increases,
particularly immediate materials carried on
ro-ro. By 2050, the UK re-manufacturers
Shipping technology
Although shipping technology has
developed incrementally at a global scale,
with implementation of improvements such
as the widespread use of microbubbles to
reduce drag, emergence of new hull designs
etc, more radical change has been seen in
UK and EU waters, with duel-fuel hybrid
engines, Flettner rotors and solar panels
(particularly for tankers) as well as kites and
sails (particularly for dry bulk) commonplace.
Strict efficiency standards at ports
encourage only the most fuel efficient or
low-carbon ships to dock. Retrofitting
renewable technologies became widespread
from 2015 onwards through a process
Shipping operations:
Logistics has undergone a step-change
in technology, with real-time information
systems continually updating operators
regarding timing for offloading. New
systems facilitate inland ports and
multi-modal shifts onto the advanced
freight rail and inland waterway
infrastructure around the UK. Through
explicit efforts to develop regional port
infrastructure nationwide, coupled with
advanced logistics systems, the UK has cut
port waiting times to a minimum, lowering
27
CONCLUSIONS
FROM HIGH
SEAS:
Combining the insights from the
three scenarios presented in the
chapter Decarbonisation scenarios,
with the analysis and implications
drawn from the more focused
research summarised in the first two
chapters (Context and Measuring
ship emissions) the following
conclusions are drawn from this
EPSRC-funded High Seas project.
28
29
30
31
POLICY INSIGHTS:
Industry insight:
In return for meeting specific low levels
of greenhouse gases including carbon
dioxide, sulphur oxide and nitrogen
oxide, amongst other criteria, the most
efficient vessels entering these harbours
will receive a discount on port dues, to
help encourage the use of clean ships.
Extract from Virgin.com, Easy as A to G:
green ships on the horizon, 2014.
32
33
Unilateral opportunities
Nations are not limited to the pace
of change set by the EU or IMO.
Through international supply chains
and with recent economic instability
and volatile fuel prices, shipping is
already experiencing an increase in
competition and is under pressure to
improve efficiency (and hence reduce
relative emissions). This period of change
could offer new opportunities to adopt
mitigation measures that could reduce
fuel costs. One idea emerging from one
of the High Seas project stakeholder
workshops was for governments to
purchase idle ships, lease them to
shipping companies and test new
configurations for reducing emissions,
all with little risk to commercial fleet.
34
Ultimately
There is a myriad of opportunities for
enlightened governments and forward
thinking companies and organisations
to begin reconciling levels of shipping
emissions with the 2C mitigation agenda.
Whether or not they choose to embrace
such an agenda, the industry inevitably
faces a future of radical change. The
choice is between rapid and planned 2C
mitigation or piecemeal and unplanned
adaptation to rapidly changing events
and conditions.
35
ACKNOWLEDGEMENTS:
First and foremost the High Seas project
team would like to thank their funders
the EPSRCs Energy Programme for their
financial support both for this project,
and for the future research funded under
Shipping in Changing Climates.
Next, we would like to thank the Tyndall
Centre for Climate Change Research for
helping to raise the profile of the work,
and encouraging researchers to take their
findings outside academia to wider policy
and stakeholder audiences. The support of
the staff at the Tyndall headquarters in the
University of East Anglia adds huge value
to how this research is carried out.
The School of Civil Aerospace and
Mechanical Engineering (MACE) within
the University of Manchester is host
to Tyndall Manchester, the research
group within which the High Seas team
resides. MACE is unusual in its active
support for interdisciplinary research,
but in doing so, has allowed physical,
environmental and social scientists, as
well as engineers, to work closely for the
benefit of the High Seas project and the
low-carbon shipping endeavour, and for
this we are very grateful.
36
Dr Paul Gilbert
Co-investigator
Dr Conor Walsh
Core researcher
Dr Sarah Mander
Co-investigator
Dr Michael Traut
Researcher
Dr Antonio Filippone
Core researcher
Ms Amrita Sidhu
Project administrator
Dr Alice Bows-Larkin
Principal investigator
37
BIBLIOGRAPHY
OF HIGH SEAS
OUTPUTS:
WP1: Emissions accounting
and apportionment
Journal articles and book
chapters:
Policy Report.
PhD Thesis:
power technology.
org/10.1016/j.enpol.2012.08.002.
WP2: Step-change
technological and operational
systems
Journal articles:
org/10.1016/j.marpol.2013.07.009.
Conference papers:
org/10.1016/j.apenergy.2013.07.026
forthcoming.
38
challenge, forthcoming.
Conference papers:
Management, 3, doi:10.4155/cmt.12
Conference papers:
devising roadmaps.
June 2011.
June 2011.
39
Sept 2012.
Manchester, 2012.
2013, London.
Technical report:
40
Policy engagement:
P.1 Gilbert, Expert for panel on transport and
Brussels, 2012.
Computer model/software:
with shipping.
commitment, 2012.
41
This report was written by members of the High Seas team. High Seas was an EPSRC-funded project based with the Tyndall Manchester research group within the School of
Mechanical Aerospace and Civil Engineering at the University of Manchester. If citing this report, please use BowsLarkin, A., Mander, S., Gilbert, P., Traut, M., Walsh, C., and
Anderson, K. (2014) High Seas, High Stakes, High Seas Final Report, Tyndall Centre for Climate Change Research.
The printed version of this report is printed with soya-based inks on silk paper made from 100% recycled de-inked post-consumer waste.